Executive

President: Jim Oke: – 204 344-5396

Vice President: Wojek Koch -

Memberships: Steven Sadler – 204 736-3138

Treasurer: Harold Kroeker -

Directors

Bert Elam – 204 955-2448

Ben Toenders – 204 895-8779

Ken Podaima – 204 257-1275

Jill Oakes – 204 261-1007

Tom Stoyka – 204 444-3838

Bob Stewart – 204 853-7776

RAA Final Assembly Hangar Manager – Randy Penner – 204 803-6059

NEWSLETTER: Bob Stewart Box 22 GRP 2 RR1 Dugald, MB R0E 0K0

Phone: 204 853-7776 Email: stewart@mynetset.ca

CALENDAR OF EVENTS

March 23 Boeing Tour! Pre-Registration Required – please email Jim Oke

wmjoke@gmail.com to register by Tuesday March 21st AM, List of Registrants

is required in advance for security checks

Boeing - 99 Murray Park Road, Winnipeg, MB R3J 3M6

Begins at 1930, be early as everyone goes through security together.

Boeing Winnipeg is one of the largest aerospace composite manufacturers in Canada. The company employs over 1,400 people in 800,000 square feet of space in two locations in the city. Boeing Winnipeg produces over 500 end item composite parts and assemblies for Boeing Commercial Airplanes. Major products include wing to body fairings, engine strut forward fairings, engine strut aft fairings, landing gear doors, and the engine inlet inner barrel of the new 737 MAX. Boeing Winnipeg designs and manufactures many innovative parts for the 787 Dreamliner as a Tier I partner to the program. http://www.boeing.ca/boeing-in-canada/boeing-winnipeg.page

April 20 Up in the air

May 18 Up in the air

Winnipeg Area Chapter of RAA Canada March 2017

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RAA Final Assembly Workshop

Heated Hangar space – $200 for small aircraft ($150 for summer months). Contact Randy Penner

– 204 803-6059 or rpenner@carlsongrpco.com. Long-Term and Short-Term Rentals welcome.

Space available now.

RAA Tools

Available for RAA Members (membership costs $25/year) in addition to an industrial bending

brake, phishing wheel, drill press, engine hoist, wing racks, anvils, digital aircraft weights for

weight and balance, etc., check out http://raatools.blogspot.ca/ for photos of smaller tools such

as cylinder head wrenches, compression and magneto synchronization and tach tester…plus plans

and builders’ books. Contact Ben Toenders (btoenders@shaw.ca) to sign out RAA tools. If there is

a tool that one person rarely uses but collectively we’d find useful, that you’d like RAA to

purchase, email jill.oakes@umanitoba.ca. Thanks to Ed Dyck who has donated a “Fishmouth” tube

cutting tool.

Hall Rental

Lyncrest Flight Centre Community Club is available for rent for your family/business event.

Modern wheel chair accessible facility, electric central heating, full kitchen, two large clean,

modern washrooms, cathedral ceiling, fireplace, awesome view of the grounds. Seats about 80

people with new chairs and tables. Cutlery and Cornel flatware available on request (otherwise

paper ware). $150 for an evening or afternoon. Contact Bert Elam, bert767@gmail.com to book

the hall.

Model Aircraft Model Workshop – May 6, Saturday 9:30 am til 3:00 pm

Youth aged 8 – 16 are invited, younger participants should

bring an adult (parent/grandparent/etc). We provide all

materials, instructions, flying tips, and a lesson on the

Theory of Flight. We also provide a hot dog lunch, hot

chocolate and drinks. There will be aircraft models in

various levels of difficulty.

Register by emailing Mark Essenburg

<messenbu@mymts.net>

Cost is $20 per youth/adult couple

Workshop takes place at the Springfield Flying Club, Club

House at the Lyncrest Airport 57119 Murdock Rd, turn

north off Fermor Ave on east side of Winnipeg.

Women Fly 2017, Career Fair for Women and Men –

June 3, Saturday 8:30 am till 5:30 pm

Interested in exploring some different career options? You

are invited to drop in to St Andrews Airport to explore over

140 different aviation-related careers. Men and women are

invited to check out the flight simulators, static aircraft displays, listen to people in the aviation

industry share their career stories, discuss job opportunities and salaries with people in the

industry, plus about 1000 women will go flying for free (pre-registration is required for the free

flights).

RAA members interested in volunteering as pilots, parking lot marshallers, tower tour

coordinators, van drivers, and boarding pass agents are invited to contact

jill.oakes@umanitoba.ca

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Bud and Jac Laliberte Lyncrest to Yellowknife Flying Adventure After much planning, in the spring of 2016, my wife Jacqueline (Jac) and I, started out on a trip from our base at Lyncrest airport in Winnipeg MB to Whitehorse YT. We would visit with our younger son Cody, Kelsey, and their kids (our grandchildren) Gabriel and Clementine, in Edmonton for a few days. Then we would fly to Whitehorse to visit with our older son Darryl and his wife Amy. Our airplane is a 1974 Piper Cherokee 140. The registration is C-GOMI. I bought it in April of 2004 and flew it mostly within a few hundred miles of Winnipeg, always planning to use it for long cross-country

Setting out on our adventure trips, but due to life circumstances, never seeming to get around to it. June 29, 2016 In June of 2013 I overhauled the engine and most of the components from the firewall forward, and I now have a very healthy 160 HP Cherokee 140. It's a relatively good airplane for long cross-country trips with two people. It has a reasonable amount of leg and shoulder room, with lots of room for luggage and camping gear, and it can carry 50 gallons of fuel giving it decent range as well. As long as I can remember, I've always been fascinated with airplanes, and when I was in my mid 30's, I finally got my pilot's license. Now I'm a 50 something year old private pilot with about 600+ hours of flight time. Jac has had some serious health challenges, but things are looking better these days, so we decided to take advantage of better times, and head out on a bit of an adventure. I packed a lightweight tent; tie down equipment, food, appropriate clothing, current charts, current CFS, and appropriate survival gear. I figured the likelihood of being stuck at a small airport, with few services, was pretty high, so I tried to have what we needed with us to keep comfortable if we were there for a few days. I had a Spot Messenger with us, and gave a lot of my friends and family the link to it, so they could follow our progress online. I figured the more eyes on us, the better. My plan was to fly early mornings to take advantage of calmer air, and be tourists in the afternoons and evenings. I tried to plan so that I had enough fuel in the tanks when I landed, that I could return to where I started if I couldn't land. This meant most of our flight legs were about two, or two and a half hours long. That's about the range of my bladder anyway. The route we planned was Winnipeg MB, Yorkton SK, North Battleford SK, Edmonton AB (Villeneuve Airport), Grand Prairie AB, Fort St. John BC, Fort Nelson BC, Watson Lake YT, and finally Whitehorse YT. We took off on June 29th, from Lyncrest Airport (CJL5) and headed west with our first planned stop being Yorkton SK. The day was forecast to be hot and humid with thunderstorms likely in the afternoon in Winnipeg. This type of weather, calm mornings and afternoon thunderstorms, turned out to be the weather theme for our trip. The weather during our flight to Yorkton was forecast to be good though, so off we went. The takeoff from Lyncrest Airport was the most challenging one of the whole trip. The airplane was at gross weight, it was hot and humid, and we had a lot of rain in the days prior to our departure so the turf runways were on the soft side. Of course, when we departed there was also zero wind to help us out. I knew the plane was capable of departing safely in those conditions, but nonetheless I was very focused during the takeoff. I had a definite abort point in mind as we started our takeoff roll. The plane took off with room to spare, and we were on our way with "wheels in the air" at 0732 hrs. The flight to Yorkton was mostly smooth as glass, and we arrived there 2.8 hours later eager to hit the washrooms. The guys at the FBO in Yorkton were very pleasant, and they refueled our airplane while I called flight services to get the weather for the next leg of our flight to North Battleford. There were thunderstorms building around Saskatoon, and I wasn't eager to deal with them. I decided to fly to Wynyard SK, about an hour

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west, stop there, see what the weather was doing, and decide what to do next. We took off from Yorkton and just over an hour later, we landed at Wynyard SK. The thunderstorms around Saskatoon were directly in our path to North Battleford and they were forecast to be there for most of the day. We decided to hang out at the Wynyard airport and see how things looked in a few hours. The airport at Wynyard is small but they have a nice, long, paved runway, and a small paved apron. We had lunch out of our cooler while we watched a crop sprayer, who was using the airport, reload his airplane with chemical and roar off to spray another field. While he was gone, we watched a cow wander onto the runway. When the crop sprayer's helper returned, we informed him about the cow and he radioed the spray plane. We

got a kick out of watching the plane buzz the runway at high speed to chase the cow away. Welcome to Saskatchewan! I decided to fly northwest from Wynyard, to Prince Albert SK. The weather looked good that way, and I figured if we couldn't get any farther west that day, at least we'd be able to get a nice motel room for the evening. We departed from Wynyard at about 1230 and arrived at Prince Albert at 1320 hrs. The scenery around Prince Albert from the air is very pretty with the North Saskatchewan River winding through the area. We topped off with fuel there, and re-checked the weather. By this time, the thunderstorms had moved more to the Southeast of Saskatoon and it was looking good into North Battleford. We decided we would spend the night in North Battleford and try to get into Edmonton the next day. I booked a motel room there, and we took off. We landed in North Battleford exactly one hour later, topped off with fuel, and tied the plane down. We got a cab to the motel, found a restaurant, had a nice meal, and settled down for the night. Day one of our little adventure was in the books. We were in the air for a total of 6.1 hours, flew about 500 NM, and burned about 219 litres of avgas. So far, so good.

Final approach to runway 08 in Prince Albert

The next morning I was up early to check the weather and determine if we could get into Edmonton. I called flight services and the forecast was looking good for an early morning departure from North Battleford, but thunderstorms were again in the forecast for later in the day, so the earlier the departure, the better. We ate a quick breakfast at the motel, and grabbed a cab to the airport. According to the weather briefer, we would beat the weather into Edmonton by 3 or 4 hours if we got away by 8 AM, so that's what we planned. There are many little airports between North Battleford and Edmonton, so we had a lot of places to put down and wait out weather if we had to. I packed up our gear, pre-flighted the airplane, and we climbed in and started the engine. We took off at 0809 hrs. and headed west into clear, sunny skies. The next stop would be just west of Edmonton at Villeneuve Airport. As we approached Edmonton, we could see that the skies to the West were beginning to look dark. I re-checked the weather and it still looked like we would beat the weather into Edmonton, so we proceeded. When we got close to Edmonton, I called up Edmonton terminal and they cleared

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us into the class C airspace. I like interacting with ATC and flying in the controlled airspace. We flew right over downtown Edmonton (the view was great), following the VFR corridor into Villeneuve airport. I entered the circuit on a left base for runway 16, as instructed by the controller, and greased the plane (it was a sweet landing) onto the runway at 0912 hrs local time. We taxied to the end of runway 16 and followed taxiway Alpha to an FBO called Cardinal Aviation where we parked at their fuel pumps. They were just opening up for the day and a very nice lady came out and helped us refuel the airplane. I arranged to park on their ramp for the next few days, while we visited with our son in Edmonton. The people who

Downtown Edmonton owned and operated that FBO, an older gentleman and his daughter, were very friendly and helpful. Jac seemed to strike up a friendship with them while I was tying down the airplane. She actually gave them hugs when we left there a few days later. Aviation people are great! A few hours later, almost exactly when the weather briefer had predicted, the skies opened up as a very strong series of thunderstorms rolled through the whole area. There was lightning, hail, and very strong winds. A damaging tornado was even reported in the Red Deer, Alberta area. I was glad we were on the ground. Our son came and picked us up from the airport, and we spent the next few days visiting with him and his family. It was a great visit. Another 2.1 hours in the air, 210 nautical miles flown, and 70 litres of avgas burned.

On July 5th we carried on with our trip. We took off from Villeneuve airport at 0717, into a high overcast, on a flight plan to Grande Prairie AB. The flight to Grande Prairie was very smooth, although we had to descend a bit for some lower cloud along our route. We landed there at 0928 and refueled at the "Happy Gas" FBO. I checked the weather and filed a flight plan to Fort St. John. We left about an hour later and pressed on into British Columbia. As we approached Fort St John, we called up the FSS and reported our position and intentions. We were 10 minutes back from the airport. They

acknowledged us, gave us the current surface winds, and the active runway. Shortly afterwards we heard a small helicopter, a Robinson R44, report in just behind us. He advised flight services that his low fuel light had just come on, and he was going to have to land and add some fuel (from a jerry can he had with him) to the helicopter. He would call them when he was airborne and back on route to the airport. I remember thinking how great it would be to have the ability to land anywhere I wanted, to take care of things like that. We landed and were about half done refueling, when the helicopter approached and landed beside us. The weather would keep us on the ground in Fort St. John for the rest of the day. We tied the plane down, and headed for cold beer, pizza, and a motel room. Add 3.2 hours of airtime, 287 nautical miles, and 114 litres of avgas to the total.

The next leg of the flight would be Fort St. John to Fort Nelson. There are a couple of ways you could approach this flight. You could follow the highway, or you could fly direct. Following the highway is a little farther, and it brings you more into the mountains and higher elevations, but it also Refueling in Fort St. John BC.

Note the helicopter approaching to land

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gives you comfort with the knowledge that if you had a problem necessitating an emergency landing, you could land near to, or onto, the highway and help would likely not be very far away. On the other hand, the direct route is shorter, and the weather tends to stay more in the mountains farther west, but the area is quite remote, and mostly uninhabited, so if you did have to make a forced landing, rescue might take a while.

Based on the weather forecast along the two routes, I chose to fly the direct route. The weather to the West, along the highway was already crummy (low ceilings) and the forecast was predicting thunderstorms developing near noon over the whole area. Again, the earlier we could get into the air the better if we were going to make any progress that day. We filed a flight plan, took off at 0745, and headed northwest to Fort Nelson BC. Below us for the first 50 miles or so, there were still roads and fields that looked acceptable for an emergency landing, but as we proceeded, my options for emergency landing sites became less and less friendly looking. At one point, I was trying to decide which trees looked, "softer!" It's funny how strange noises Fort Nelson town site as we turn on final approach to runway 03 seem to come from the airplane when you are in areas where help is furthest away. Eventually Fort Nelson came into view and the "strange noises" went away. We landed on runway 03, 1.7 hours after we took off from Fort St. John. On this leg, we flew 1.7 hours, covered 167 nautical miles, and used 60 litres of avgas. As a side note, one thing I noticed flying this far west was, due to the large magnetic variation (around 20o E), which is way larger than the part of the world I'm used to flying in, the compass heading was way out of line with my true heading. I found it a little disorienting at first, especially when flying in areas without roads below to help orient you. GPS makes things a lot easier. It wasn't long after we landed that we could see huge cumulonimbus clouds forming all around us. It wasn't looking like we would be able to fly any farther that day. The long-term forecast along our route to Whitehorse wasn't looking good for the foreseeable future. We wanted to spend some time visiting in Whitehorse, and it was looking like it would be days before we would be able to get out of Fort Nelson in our plane. I did have to be back at home for work eventually, and while I still had lots of time, I didn't want to get into the position of being in a race to get home. We decided to rent a car (we were lucky to find one) and drive the last leg of our trip, rather than spend days waiting out weather in Fort Nelson. We secured the airplane, packed our gear in the rental car, and headed to Whitehorse. We drove through some pretty severe thunderstorms along the way, and pretty much every mountain pass we went through was obscured in fog / mist. I remember thinking the peaks looked like teeth hiding in the fog. I don't mind saying I would be very intimidated flying anywhere near them in those conditions. That portion of the Alaska Highway is beautiful. We saw crystal clear lakes, snowcapped mountains, mountain goats, bears, and huge bison. The bison were immense. They were literally the size of our car. You would come around a curve in the road, and there would be dozens of them right along the roadway. It was quite the sight.

Bison on the Alaska Highway

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We decided to go for broke, and push all the way into Whitehorse that night. We arrived there around 0130 hrs local time. It being July, and this far north, you could still read a book outside at 1:30 in the morning. Weird! Our older son Darryl lives and works in Whitehorse. He is currently flying a Cessna 206 on floats there for a company called Alpine Aviation. They fly freight, and people all over that part of the world in aircraft operating mostly on floats and skis. While we were there, Darryl's boss generously let Darryl take Jac and I for a floatplane ride into the mountains in a Cessna 206. I had never flown in a floatplane before and here I was about to get in one, in the mountains, with my son at the controls. Crazy! Actually, Darryl is a very competent pilot, and I feel totally at ease in an airplane with him. He loves flying and takes it very seriously.

Darryl and I getting ready to go touring in the 206

We took off from the water just south of Whitehorse and headed into the mountains. We flew over, and between snowcapped peaks, viewing glaciers, valleys, and lakes, flying near the Alaska border. The views were nothing less than spectacular. We landed on the water at Bennett Lake. Bennett Lake is on the Chilkoot Trail. The trail was followed by prospectors to get to the gold fields during the Klondike gold rush. It was at Bennett Lake where they would purchase, or build, rafts and boats to float down the Yukon River to the gold fields at Dawson City. There are lots of artifacts left behind there, and you can feel the history of the place. We really enjoyed it there. Eventually we climbed back into the 206 and headed back to Whitehorse. What a great day! After a few days of visiting, we said our goodbyes, jumped in our rental car and headed back to Fort Nelson for the trip home.

In the mountains with Darryl flying the 206

We took a little more time driving back to Fort Nelson and spent some time at Watson Lake. We

visited the Signpost Forest. The Signpost Forest is a place where anyone can put up a sign. Street

signs, license plates, storefront signs, signs indicating directions, and pretty much any kind of sign

you can imagine, from all over the world, can be seen hanging there. I read somewhere that it is

sometimes referred to as, "the world's largest collection of stolen goods on public display." It's an

interesting place.

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On the Chilkoot Trail at Bennett Lake

We stopped in at the Watson Lake Airport, where we would have refueled, had we been flying. There is a cool monument there for the crews of several WW2 era aircraft that crashed there, including a Lincoln MK II (a four engine bomber similar to, but much larger than, a Lancaster). According to the story displayed on the monument, the bones of the Lincoln can still be seen on the shores of Watson Lake, which is why the bay where it crashed is called "Bomber Bay." We arrived back in Fort Nelson that evening, got a room, had supper, and called it a day. We were up early the next morning and after breakfast, we headed to the airport to check out our Signpost Forest airplane and begin the flight home. I did a very thorough preflight inspection of our plane, as I learned that a lot of rain and thunderstorms had moved through the area while we were away. I was concerned that heavy rain, winds, and / or hail could have caused damage to the airplane, but I found everything to be in good order. I planned to fly direct from Fort Nelson to Grand Prairie and after a weather briefing, and filing a flight plan, we started up, took off, and headed south.

In that weather briefing, I learned that there was a fair chance of ground fog occurring in Grand Prairie when we arrived, but I figured that I had several alternate airports I could get to, if I couldn't get into Grand Prairie. As it turned out fog wasn't a problem, but we did have a few small cells that popped up, and we had go around a couple of them. The skies were building, as we approached Grand Prairie, and after landing, I decided that once again, the weather would keep us on the ground for the rest of the day. As we did on the way north, we refueled at “Happy

Dodging some weather on the way to Grand Prairie Gas” They were very good to us there. We got a spot on

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their apron to tie down for the night, and they gave us a van to use, free of charge, to drive into town to get a motel room, and find a place to have dinner. They were a very friendly, helpful bunch. They lived up to the name of their FBO. That day we flew 2.6 hours, travelled 250 nautical miles, and burned 88 litres of avgas. The next leg of the flight would be from Grande Prairie to Vegreville AB. After yet another weather briefing I filed our flight plan and we took off at 7 AM bound for Vegreville. Upon arrival there, on short final approach to runway 31, a coyote darted out from the tall grass at the edge of the runway. He ran into the middle of the runway, stopped, and looked right at me. He probably couldn't hear me as the wind was to his back, and I had the power rolled back for landing. I was just about to go around and abort the landing, when he took off into the grass. In my mind, I went from landing mode, to abort mode, back to landing mode. The landing turned out ok, but when I think about it, I probably should have just continued with the overshoot, went around and made another attempt. When we landed, it was about 9:30 and it was already quite hot and humid. Afternoon thunderstorms were definitely in the cards. I had to call a gentleman out to refuel us, but he was there quickly and we were soon on our way again. The next stop would be North Battleford SK. Not long after we left Vegreville, we started getting into lower ceilings and stronger winds. We were catching up to a weather system that was meandering across the prairies and dumping large amounts of rain. There was a lot of flooding happening in parts of Saskatchewan because of the daily rain and thunderstorms. The year that I decide to cross the country in a small plane, there is nothing but heat, moisture, and afternoon thunderstorms. Just my luck! As we approached North Battleford, it was obvious we couldn't go much farther east. Saskatoon was reporting rain and moderate thunderstorms. As we approached North Battleford, the ceilings were getting low and the wind was quite strong and gusty out of the North. It was getting to be a

pretty rough ride. Fortunately, the wind was almost straight down the runway, without much of a crosswind component. We landed and taxied to the apron. When we parked at the fuel pumps the wind was at our backs, and it was strong enough that the plane wouldn't stay put without park brake set. I had to be careful when I opened the door that the wind didn't rip it out of my hand. That would be the end of our flying for the day. We tied down and got a cab to a motel room. No improvement was forecast until later the next day. The day's numbers were; 4.2 hours flight time, 403 nautical miles flown, and 148 litres of avgas consumed.

Getting ready to leave North Battleford for Saskatoon

By 10 the next morning, it looked like we would be able to get farther east. The weather at home in Winnipeg was forecast to be lousy for flying all day, so getting all the way home was probably not going to be doable. We decided we would just fly to Saskatoon and wait things out there. It is only about a 45-minute flight from North Battleford. We figured that if we were stuck there for a few days waiting for the weather to move out, at least we would be able to find things to do to keep us busy. We took off from North Battleford and landed at the Saskatoon airport 40 minutes later. Chalk up another 67 nautical miles, 41 minutes airtime, and 35 litres of avgas. I awoke early the next morning to check the weather between Saskatoon and Winnipeg. It was looking good actually. The biggest threat to our flight looked like it would be early morning fog in Saskatoon. We decided to have a quick breakfast make a run for home. The fog never materialized, and Saskatoon ATC cleared us for takeoff and departure to the East at 8:22 in the morning. We were on our way. I planned one fuel stop in Russell MB and with any luck; we would be having supper at home that evening. We climbed to 5500 feet, trimmed the airplane, and settled in for the two and a quarter hour flight to Russell. The skies were mostly clear until we got to within about 30 miles southwest of Yorkton SK. We could see that there was a line of cloud at about the same level as us, and directly ahead. It Iooked pretty dense and I didn't want to get trapped above

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it, so I descended to 3500 feet to stay below. As we passed underneath and continued east, the cloud was becoming more dense and, through the holes in the overcast, we could see some larger cells building. We couldn't see any rain coming from them and the visibility ahead was still good, but I didn't want to pass directly under any of them. I was also in sight of Yorkton, and I figured if things started to get too ugly, I would divert there. One of those larger cells was directly ahead of us and moving north, so we diverted south to pass behind it. This turned out to be the scariest weather moment of the whole trip. As we were coming around the south edge of the cell, I noticed a funnel cloud coming out of the base of a cloud to our right! It looked to be at least 5 or more miles south of us, but I was closer to it than I wanted to be. We were between a significant storm cell to our north, and another one to our south, and I didn't really want to be there. We watched the funnel drop out of the cloud, twist around itself, and then shrink back towards the cloud, only to drop down again. It didn't look very strong, and it never touched the ground, but it was obvious. We picked up some light rain, and the air went from mild turbulence to dead calm. It was unsettling. We were leaving that stuff behind us though, and the way ahead looked good. By the time we were within 20 miles of Russell things looked much better. I would add that none of this was in the forecast when we left Saskatoon. I later noted that Environment Canada issued a funnel cloud advisory for the whole area we had just flown through. Whew!

We landed safely in Russell 2.2 hours after taking off from Saskatoon. The weather in Russell was mostly clear, with scattered summer cumulous clouds, and light winds. It was forecast to be more or less the same all the way back to Winnipeg. We refueled (it was the cheapest fuel we bought the whole trip) and took off for home. The last leg of our flight was uneventful. As we approached Winnipeg and Lyncrest airport, we were glad to be home, and looking forward to sleeping in our own bed. I was also a little disappointed that it was almost over. I called up Lyncrest on the

Some ugly weather south of Yorkton SK. ATF when I was about 10 miles out and we set up to land on runway 35 as the winds were out of the North. With all the rain that had been happening, I was anticipating a bit of a soft runway, and maybe a bit of standing water. It would be a good opportunity to use my soft field landing technique. As it turned out, the runway was good, and the landing was nice. We touched down on Jul 14th at 1423 hrs. Jac and I "fist bumped" as we rolled out on runway 35. We taxied to our hangar and shut down the engine. Mission accomplished! The numbers for the last day of our trip were; 3.9 hours airtime, 393 nautical miles flown, and about 138 litres of avgas burned. Overall, the trip went great. The airplane ran perfectly. I put about 25 hours on the engine and I used less than one quart of oil. I was a little disappointed that we didn't get to fly the whole distance, but the flying portion, and the driving portion, made it feel like we had two separate vacations. I got a lot of practice making "go, no-go" decisions, (mostly due to weather) and I feel pretty good about all of them. The biggest headache was the weather. Most afternoons the radar returns from Environment Canada looked like a pot of boiling water, with thunderstorms popping up everywhere. Would it be too much to ask to get a big high-pressure system to sit over the prairies for a day or two? I guess so. I wonder where we'll go next. Stay tuned..... Buddy Laliberte

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2017 Membership Form

Winnipeg Area Chapter RAA Full $25

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by RAA national. This program provides liability insurance to cover local chapter events.

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R3N 0V1

Note: Your membership fee to the RAA - Winnipeg Chapter does not provide membership in National RAAC.

IF YOUR MEMBERSHIP HAS LAPSED let me encourage you to re-engage! We miss you and your involvement in our Chapter! If you would prefer to be removed from our mailing list, just drop an email to stewart@mynetset requesting to be unsubscribed and I will do so promptly.